Microbridges for regional aircraft and methods of using same

ABSTRACT

An aircraft boarding apparatus has a passenger bridge that has a confinement structure coupled to the second passenger bridge. The confinement structure exerts a ground-anchoring effect on the second passenger bridge to offset the ultralight configuration of the passenger bridge.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. patent application Ser. No.15/812,028, filed Nov. 14, 2017, which is a continuation of U.S. patentapplication Ser. No. 15/345,055, filed Nov. 7, 2016, now issued as U.S.Pat. No. 9,815,572, which is a continuation of U.S. patent applicationSer. No. 14/675,571, filed Mar. 31, 2015, now issued as U.S. Pat. No.9,487,307, which is a continuation of U.S. patent application Ser. No.14/224,823, filed Mar. 25, 2014, now issued as U.S. Pat. No. 8,990,989,which is a continuation of U.S. patent application Ser. No. 13/621,715,filed on Sep. 17, 2012, now issued as U.S. Pat. No. 8,677,540, which isa divisional of U.S. application Ser. No. 12/730,853, filed on Mar. 24,2010, now issued as U.S. Pat. No. 8,266,750, each of which areincorporated by reference.

FIELD

An embodiment relates to the field of airline travel. More particularly,an embodiment relates to the field of aircraft boarding piers,specifically to aircraft boarding piers servicing regional aircraft.

BACKGROUND

Air travel has becoming increasingly popular over the past decade andhas evolved to handle an ever growing passenger volume. An importantaspect of this evolution is the structure of flight routes through a“hub” airport. Today, hub routing has become an essential part of theefficient operation of an airline. Another marketing scheme includes theconcept of maximizing nonstop flights for passenger convenience.

These trends have been influenced by the advent of regional aircraft. Asthe trends have continued, significant interest has been taken insmaller aircraft as commercial carriers, albeit perhaps as chartercarriers.

The advent of regional aircraft has created a new market for air travelin which air passengers can span relatively large distances quickly on aregional aircraft.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings illustrate the present aircraft boarding piersand are a part of the specification. Together with the followingdescription, the drawings demonstrate and explain the principles of theseveral embodiments of which:

FIG. 1 is a plan layout of an aircraft boarding apparatus according toan embodiment;

FIG. 2 is a side elevation of an aircraft boarding apparatus 200according to an embodiment;

FIG. 3 is a front elevation of a pulley depicted in FIG. 2 according toan embodiment;

FIG. 4 is a side elevation of the aircraft boarding apparatus depictedin FIG. 2 according to an embodiment;

FIG. 5 is a side perspective elevation of the aircraft boardingapparatus depicted in FIG. 2 according to an embodiment;

FIG. 6 is a perspective elevation of a portion of the aircraft boardingapparatus depicted in FIG. 2 according to an embodiment;

FIG. 7 is a perspective elevation of the aircraft boarding apparatusdepicted in FIG. 2 according to an embodiment;

FIG. 8 is a perspective elevation of the aircraft boarding apparatusdepicted in FIG. 7 according to an embodiment;

FIG. 9 is a top plan of two aircraft boarding apparatus according to anembodiment;

FIG. 10 is a top plan of a plurality of aircraft boarding apparatusaccording to an embodiment; and

FIG. 11 is a method flow diagram according to an embodiment.

DETAILED DESCRIPTION

In the following detailed description, reference is made to theaccompanying drawings which form a part hereof, and in which is shown,by way of illustration, specific ways which embodiments may bepracticed. In the drawings, like numerals describe substantially similarcomponents throughout the several views. These embodiments are describedin sufficient detail to enable those skilled in the art to practicevarious embodiments. Other embodiments may be utilized and structural,logical, and layout changes may be made without departing from the scopeof the various embodiments.

Many useful regional aircraft boarding pier embodiments are described indetail below, which are integrated into a common concourse with boardingfacilities for large aircraft. As used herein, a concourse comprises asingle structure or wing of an airport with sequentially or otherwiseindicated boarding gates for passenger aircraft. The term airportterminal can be synonymous with concourse or denotes a group ofinterconnected concourses.

FIG. 1 is a plan layout of an aircraft boarding apparatus 100 accordingto an embodiment. A first passenger bridge 110 is provided to anchorwith an airport ramp. In an embodiment, the airport ramp includes aconcourse interface 112 that is coupled to the external boundary 114 ofan enclosed passenger concourse. A portion of the first passenger bridge110 also includes an articulating first interface 116. The articulatingfirst interface 116 can be seen in this plan layout as a circular floorelement over which a passenger may walk. The aircraft boarding apparatus100 also includes a second passenger bridge 118. In an embodiment, thesecond passenger bridge 118 is articulatingly coupled to the firstpassenger bridge 110. The second passenger bridge 118 includes anaircraft interface end 120 configured to couple with a regional aircraft122 at the sill height of the passenger door 124. It can now beappreciated that in each embodiment, at least one of the first- andsecond passenger bridges 110 and 118 is inclined and elevated above thetarmac.

A confinement structure is coupled to the second passenger bridge 118.In an embodiment, the confinement structure includes a cable 126 that issecured to the ramp such as with two ground-anchored eye loops 128 and129 at each end of the cable. The confinement structure, such as thecable 126 and two eye loops 128 and 129, exerts an active downwardanchoring force on the second passenger bridge 118 in order to securethe second passenger bridge 118 for passenger-use stability and also forwind-load stability. The confinement structure allows the aircraftinterface end 120 to align with the concourse interface 112 and thearticulating first interface 116. As depicted in FIG. 1, the aircraftinterface end 120 is not aligned with the concourse interface 112 andthe articulating first interface 116 as the second passenger bridge 118has been articulated to allow the regional aircraft 122 to dock. It canbe appreciated that the second passenger bridge 118 can articulate tothe left as depicted to approach the eye loop 128 and the secondpassenger bridge 118 would then be aligned with the concourse interface112 and the articulating first interface 116. When the regional aircraft122 is not in the docking position, the concourse interface 112 and thearticulating first interface 116 can be aligned with the aircraftinterface end 120 to make more useful ingress and egress of the regionalaircraft 122.

The second passenger bridge 118 includes a unit-weight-per-unit-lengthratio of less than 200 lbs per lineal foot. In an embodiment, the secondpassenger bridge 118 includes a unit-weight-per-unit-length ratio ofless than 100 lbs per lineal foot. In an embodiment, the secondpassenger bridge 118 includes a unit-weight-per-unit-length ratio ofless than 80 lbs per lineal foot. In an embodiment, the second passengerbridge 118 includes a unit-weight-per-unit-length ratio of less than orequal to 58 lbs per lineal foot. As a consequence of theunit-weight-per-unit-length ratio embodiments for the second passengerbridge 118, the second passenger bridge 118 may be referred to as an“ultralight” passenger bridge, both in reference to the second passengerbridge 118 alone, and in reference to the entire aircraft boardingapparatus 100. In an embodiment, the first passenger bridge 110 may haveany of the unit-weight-per-unit-length ratio embodiments disclosed forthe second passenger bridge 118. In an example embodiment, the firstpassenger bridge 110 has a unit-weight-per-unit-length ratio of lessthan 200 lbs per lineal foot and the second passenger bridge 118 has aunit-weight-per-unit-length ratio of less than or equal to 60 to 200 lbsper lineal foot. In an example embodiment, the first passenger bridge110 has a unit-weight-per-unit-length ratio of less than 200 lbs perlineal foot and the second passenger bridge 118 has aunit-weight-per-unit-length ratio of less than 200 lbs per lineal foot.Other permutations of first passenger bridge 110 weight ratio to secondpassenger bridge 118 weight ratio that match individual disclosedunit-weight-per-unit-length ratios may be appreciated.

As a consequence of the ultralight configuration embodiments of theaircraft boarding apparatus 100, the second passenger bridge 118 may bemanually articulated by a single ramp worker without the use ofmotorized or otherwise non-human effort. In an embodiment, the term“manually articulated” means mechanical devices are used such as a towbar that is a manual hitch. In an embodiment, the term “manuallyarticulated” means mechanical-advantage devices are used such as a towbar that is a manual hitch attached to a ratcheting mechanism, or acrank handle that includes a reversible ratcheting mechanism. In anyevent, a mechanical assist means a device that allows the secondpassenger bridge 118 to be moved without any motorized assistance.

The aircraft boarding apparatus 100 is illustrated with length and widthembodiments of the first passenger bridge 110 length of 15 foot, zeroinches, and a first exterior width 130 of 8 foot, zero inches. Thesecond passenger bridge 118 is illustrated as 25 foot, zero inches and asecond exterior width 132 of 8 foot, zero inches. The interior width maytherefore be in a range from 4 foot to about 8 foot (minus thecollective wall widths). The second passenger bridge 118 is also coupledwith a cab 134 such that the length of 25 foot, zero inches is measuredto the center of the cab 134. The cab 134 also includes a boarding plate136 that can be hinged to land upon the sill of the regional aircraft122. The cab 134 also has a ground-crew interface 135 that may be opento allow ground personnel to handle gate-checked baggage according to anembodiment. It can now be appreciated that the first- and secondpassenger bridges 110 and 118 are inclined to meet sill height of aregional aircraft, the passenger bridges are elevated above the tarmac,and at least one passenger bridge has an ultralight weight embodiment.

The regional aircraft 122 may be pushed back away from the concourseinterface 112 by a tug that may be parked within a tug footprint 138according to an embodiment. The tug footprint 138 may run under theconcourse interface 112 where the concourse may be elevated. Otherstructures are shown that may be understood as engineering drawingstructures for construction of an aircraft boarding apparatusembodiment.

FIG. 2 is a side elevation of an aircraft boarding apparatus 200according to an embodiment. The aircraft boarding apparatus 200 alsoincludes a second passenger bridge 218 that includes walls 240 thatcouple to a ceiling 242. In an embodiment, the cab 234 is configured ata right angle to the length of the second passenger bridge 218 similarlyto the configuration of the cab 134 and second passenger bridge 118depicted in FIG. 1.

In an embodiment, the ceiling 242 is curvilinear as illustrated. In anembodiment, the walls 240 and ceiling 242 are an integral structure suchas a single piece of organic material that can be affixed to a deck 244(which is represented as a deck height in phantom lines). In anembodiment, the walls 240 and ceiling 242 are deployed under a tensileload such that the integral structure is affixed to the deck 244. In anembodiment, the tensile load includes wrapping the integral wall-ceilingstructure 240 and 242 around hoops that can give a profile depicted inthe illustrations.

The second passenger bridge 218 includes an aircraft interface end 220(depicted as the surface of the cab 234 that is distal to the secondpassenger bridge 218) that is configured to couple with a regionalaircraft at the sill height of the passenger door. The cab 234 alsoincludes a boarding plate 236 that can be hinged to land upon the sillof a regional aircraft at sill height 235.

A confinement structure is coupled to the second passenger bridge 218.In an embodiment, the confinement structure includes a cable 226 that issecured to the ramp such as with two ground-anchored eye loops 228 and229 at each end of the cable 226. The confinement structure embodimentalso includes two pulleys 246 and 247 that allow the second passengerbridge 218 to be slidingly coupled to the cable 226. In the illustratedembodiment, the cable 226 and two eye loops 228 and 229 exert an activedownward anchoring force on the second passenger bridge 218 in order tosecure the second passenger bridge 218 for passenger-use stability andalso for wind-load stability. The two pulleys 246 and 247 may also beconfigured with the cable 226 such as illustrated to assist in exertinga downward anchoring force on the second passenger bridge 218. Becauseof the constant downward force the confinement system applies on theaircraft boarding apparatus 200, the confinement system acts as anactive anchor.

The confinement structure allows the aircraft interface end 220 to alignwith the concourse interface (see FIG. 4) and the articulating firstinterface (see FIG. 4). A first spacing 248 and a second spacing 249 aredepicted between the first eye loop 228 and first pulley 246 and thesecond eye loop 229 and second pulley 247, respectively. In reference tospacing depicted, the cab 234 has been moved to the left but not to theextreme allowable position, which is where the first pulley 246 isdirectly above or almost directly above the first eye loop 228.

The aircraft boarding apparatus 200 may also be any of the ultralightcombination embodiments that are disclosed for the aircraft boardingapparatus 100 depicted and described with reference to FIG. 1. As aconsequence of the ultralight configuration of the aircraft boardingapparatus 200, the second passenger bridge 218 may be manuallyarticulated by a single ramp worker without the use of motorized orotherwise non-human effort. In an embodiment, a tow bar 282 is used forconvenience of the ramp worker for manually articulating the aircraftboarding apparatus 200.

In an embodiment, a motorized assist is applied for articulating thesecond passenger bridge 218. In an example embodiment, one or both ofthe two pulleys 246 and 247 is attached to an assembly such as a motorand drive-belt or drive-chain that causes the pulleys 246 and 247 tocrawl along the cable 226.

In an embodiment, the tow bar 282 is used as a lever to articulate thesecond passenger bridge. In an example embodiment, the ramp workerrotates the handles of the tow bar 282 to the right (clockwise) toengage a ratcheting mechanism that may also be represented by theassembly 227 such that by moving the tow bar up and down, the ratchetingmechanism causes the pulleys 246 and 247 to crawl along the cable 226such that the aircraft interface end 220 moves into position for dockingwith a regional aircraft.

In an example embodiment, the ramp worker rotates the handles of the towbar 282 to the left (counter-clockwise) to engage a ratcheting mechanismthat may be represented by the assembly 227 such that by moving the towbar up and down, the ratcheting mechanism causes the pulleys 246 and 247to crawl along the cable 226 such that the aircraft interface end 220moves out of position to allow a regional aircraft to taxi into place orto push back. In any event, a motorized embodiment may allow a rampworker to articulate the second passenger bridge 218 against a wind thatis contrary to a desired articulation direction of the aircraftinterface end 220. Similarly, a mechanical non-motorized embodiment suchas a ratcheting mechanism may allow a ramp worker to articulate thesecond passenger bridge 218 against a wind that is contrary to a desiredarticulation direction of the aircraft interface end 220.

In an embodiment, a ratcheting mechanism is used as a lever toarticulate the second passenger bridge. In an example embodiment, theramp worker inserts a crank handle to the center of a ratchetingmechanism that may also be represented by the assembly 227. The assembly227 may be set to ratchet either clockwise or counter-clockwise, suchthat by turning the crank, the ratcheting mechanism 227 causes thepulleys 246 and 247 to crawl along the cable 226 such that the aircraftinterface end 220 moves into position, either for docking with aregional aircraft or out of position to allow a regional aircraft totaxi.

Other structures are shown that may be understood as engineering drawingstructures for construction of an aircraft boarding apparatusembodiment. For example, feet 250 may be brought into contact with theground to facilitate stability. For example, a lift mechanism such as isknown for commercial step ladders may be used to lower the feet 250 tothe tarmac after manually articulating the second passenger bridge 218.Wheels 251 are also depicted to allow the cab 234 to roll while thearticulating first interface 216 is allowed to move. Other structuresinclude vertical girders 252 and angle girders 254 to support the deck244. In any event, the whole of the aircraft boarding apparatus 200 isbuilt to achieve any of the ultralight embodiments disclosed herein.

FIG. 3 is a front elevation of a pulley 246 depicted in FIG. 2 accordingto an embodiment. The pulley 246 allows the cable 226 (FIG. 2) to wrapsecurely such that the second passenger bridge 218 can be articulated bya single ramp worker while the cable 226 and supporting equipment act asan active and dynamic anchor. The pulley 246 may be toothed to allow alocking ratchet to prevent rotation except when desired. Other ways toprevent pulley rotation except when desired may be employed such as aclutch mechanism to prevent pulley rotation except when desired. Thesedevices and their equivalents are known and can be applied to theseembodiments.

FIG. 4 is a side elevation of the aircraft boarding apparatus depictedin FIG. 2 according to an embodiment. The aircraft boarding apparatus201 is seen in an orientation that is different from that depicted inFIG. 2. The first passenger bridge 210 may now be seen along theY-dimension, as well as the second passenger bridge 218. The firstpassenger bridge 210 has a concourse interface 212 to couple to anexternal wall of a concourse. In an embodiment, the concourse interfaceis elevated as depicted, but it may be ground level according to anembodiment. When the concourse interface 212 including a portion of thedeck 244 is at ground level, the first passenger bridge 210 is slopedfrom the ground level at the concourse interface 212 until it meets thearticulating first interface 216. The first passenger bridge 210 and thesecond passenger bridge 218 are coupled at the articulating firstinterface 216. In an embodiment, the articulating first interface 216includes a hinge 256 below the deck 244 that allows the second passengerbridge 218 to be articulated at the girder sub-structural level withrespect to the first passenger bridge 210.

In an embodiment, at least one of the walls 240 or ceiling 242 istranslucent such that natural light may illuminate a passenger's pathwayalong the bridges. In an embodiment, at least one of the walls 240 orceiling 242 is at least partially translucent. For example, the walls240 may bear a decorative stencil such as a perforated field thatconveys an image, but has sufficient lacunae in the stencil to allowlight to pass through. Such stencils are seen on commercial vehicles andeven upon windows.

In an embodiment, lighting may be placed either inside the ceiling 242or outside the aircraft boarding apparatus 200. As illustrated lighting239 is affixed outside the walls 240 such that illumination through thewalls 240 allows passengers to have a lighted pathway. In an embodiment,at least one of the walls 240 or ceiling 242 is translucent and anintegral structure such as a single piece of organic material that canbe affixed to the deck 244. In an embodiment, lighting 239 is affixedinside the passenger bridges and as illustrated, within the cab 234.

The lighting 239 inside the cab 234 may be affixed upon a safety rail262, and directed to illuminate the walls 240 to cast reflected lightinside the cab 234.

The aircraft boarding apparatus 201 also has at least one spine girder253 that is part of the superstructure. An aircraft passenger isdepicted within the cab 234 and walking upon the deck 244. Otherstructures are shown that may be understood as engineering drawingstructures for construction of an aircraft boarding apparatusembodiment.

In an embodiment, the first passenger bridge 210 has a unitweight-to-unit-length ratio of 200 pounds/lineal foot (lb/lft), and thesecond passenger bridge 218 has a unit weight-to-unit-length ratio of200 lb/lft. In an embodiment, the bridge 210 and the bridge 218 have theconfiguration of 200 lb/lft. In an embodiment, the bridge 210 and thebridge 218 have the configuration of 200 lb/lft and 100 lb/lft,respectively. In an embodiment, the bridge 210 and bridge 218 have theconfiguration of 200 lb/lft and 80 or less lb/lft, respectively. In anembodiment, the bridge 210 and bridge 218 have the configuration of 200lb/lft and 58 or less lb/lft, respectively.

In an embodiment, the first bridge 210 and second bridge 218 have theconfiguration of 100 lb/lft and 200 or less lb/lft, respectively. In anembodiment, the first bridge 210 and second bridge 218 have theconfiguration of 100 or less lb/lft and 100 or less lb/lft,respectively. In an embodiment, the first bridge 210 and second bridge218 have the configuration of 100 or less lb/lft and 80 or less lb/lft,respectively. In an embodiment, the first bridge 210 and second bridge218 have the configuration of 100 or less lb/lft and 58 or less lb/lft,respectively.

In an embodiment, the bridge 210 and bridge 218 have the configurationof 80 or less lb/lft and 200 or less lb/lft, respectively. In anembodiment, the bridge 210 and bridge 218 have the configuration of 80or less lb/lft and 100 or less lb/lft, respectively. In an embodiment,the bridge 210 and bridge 218 have the configuration of 80 or lesslb/lft and 80 or less lb/lft, respectively. In an embodiment, the bridge210 and bridge 218 have the configuration of 80 or less lb/lft and 58 orless lb/lft, respectively.

In an embodiment, the bridge 210 and bridge 218 have the configurationof 58 or less lb/lft and 200 or less lb/lft, respectively. In anembodiment, the bridge 210 and bridge 218 have the configuration of 58or less lb/lft and 100 or less lb/lft, respectively. In an embodiment,the bridge 210 and bridge 218 have the configuration of 58 or lesslb/lft and 80 or less lb/lft, respectively. In an embodiment, the bridge210 and bridge 218 have the configuration of 58 lb/lft and 58 lb/lft,respectively.

FIG. 5 is a side perspective elevation of the aircraft boardingapparatus depicted in FIG. 2 according to an embodiment. The aircraftboarding apparatus 202 is seen in a different orientation. A passiveanchor 258 is depicted resting upon the ground with an anchor loop 260that is coupled to the spine 253 according to an embodiment. The passiveanchor 258 therefore does not load any disclosed embodiment ofultralight aircraft boarding apparatus, but it is in place to secure theaircraft boarding apparatus 202 from unexpected wind loads and for andother useful purposes. The passive anchor 258 may also be referred to asa ballast 258. In an embodiment, the ballast 258, although it does notload any disclosed embodiment in the first- or second passenger bridges,may provide a unit mass per lineal until length equivalent of aconventional passenger bridge that can be used to service a largeaircraft. It may now also be appreciated that the ballast 258 may merelybe an eye loop that effectively uses the tarmac as the ballast.

It can now be appreciated that a passive confinement apparatus mayreplace the cable 226 that is secured to the ramp such as with twoground-anchored eye loops 228 and 229.

FIG. 6 is a perspective elevation of a portion of the aircraft boardingapparatus depicted in FIG. 2 according to an embodiment. The aircraftboarding apparatus 203 is seen in a different orientation and withanother anchor apparatus embodiment.

A passive anchor configuration is depicted resting upon the ground withan anchor loop 228 and a first cable 226 that is coupled to the spine253 according to an embodiment. An anchor loop 229 is also depicted thatmay be coupled to a second cable 226′ when the aircraft boardingapparatus 203 is moved into place to allow a regional aircraft to docktherewith. This passive anchor configuration allows the anchor loops tobe alternatively attached depending upon the position of the cab 234.Consequently, a ramp worker may unhook the second cable 226′, move theaircraft boarding apparatus 203 to the left as depicted, and anchor thecab 234 to the first cable 226 as illustrated. In any event, thispassive anchor embodiment does not load any disclosed embodiment ofultralight aircraft boarding apparatus, but it is in place to secure theaircraft boarding apparatus 202 from unexpected wind loads and otheruseful purposes.

A passenger is depicted within the cab 234, but a safety gate 262 hasbeen drawn across the deck 244 within the cab 234 to prevent thepassenger from approaching the boarding plate 236.

FIG. 7 is a perspective elevation of the aircraft boarding apparatusdepicted in FIG. 2 according to an embodiment. The aircraft boardingapparatus 203 is seen in an orientation that is different from thatdepicted in FIG. 2. The first passenger bridge 210 and the secondpassenger bridge 218 are coupled at the articulating first interface216. In an embodiment, the articulating first interface 216 includes ahinge 256 below the deck 244 that allows the second passenger bridge 218to be articulated with respect to the first passenger bridge 210.

In an embodiment, at least one of the walls 240 or ceiling 242 istranslucent such that natural light may illuminate a passenger's way. Inan embodiment, lighting may be placed either inside the ceiling 242 oroutside the aircraft boarding apparatus 203. In an embodiment, at leastone of the walls 240 or ceiling 242 is translucent and an integralstructure such as a single piece of organic material that can be affixedto the deck 244. It can be seen that the deck 244 may be called a firstpassenger deck in the first passenger bridge 210 and a second passengerdeck in the second passenger bridge 218 because they are separated atthe articulating first interface 216.

The aircraft boarding apparatus 203 also has at least one spine girder253 that is part of the superstructure. One aircraft passenger isdepicted within the cab 234 and walking upon the deck 244, and oneaircraft passenger is depicted at the articulating first interface 216.Other structures are shown that may be understood as engineering drawingstructures for construction of an aircraft boarding apparatusembodiment.

The aircraft boarding apparatus 203 may also be any of the ultralightcombination embodiments that are disclosed for the aircraft boardingapparatus 100 depicted and described with reference to FIG. 1 ordepicted and described with reference to FIG. 4. As a consequence of theultralight configuration of the aircraft boarding apparatus 203, thesecond passenger bridge 218 may be manually articulated by a single rampworker without the use of motorized or otherwise non-human effort.

Other structures are shown that may be understood as engineering drawingstructures for construction of an aircraft boarding apparatusembodiment. For example, feet 250 may be brought into contact with theground to facilitate stability. Wheels 251 are also depicted to allowthe cab 234 to roll while the articulating first interface 216 isallowed to move. Other structures include vertical girders 252 and anglegirders 254 to support the deck 244. In any event, the whole of theaircraft boarding apparatus 203 is built to achieve any of theultralight embodiments disclosed herein.

The aircraft boarding apparatus 204 may be anchored, either actively orpassively according to any permutation of active and passive anchoringembodiments. For example, the cab 234 may be actively anchored such asthe active anchoring embodiments depicted in FIG. 2 or 5, and the firstpassenger bridge 210 may be passively anchored such as the passiveanchoring embodiments depicted in FIG. 5 or 6. In an embodiment, passiveanchoring is used to anchor the cab 234 such as the passive anchoringembodiments depicted in FIG. 5 or 6.

FIG. 8 is a perspective elevation of the aircraft boarding apparatusdepicted in FIG. 7 according to an embodiment. The aircraft boardingapparatus 204 is seen in an orientation that is different from thatdepicted in FIG. 7. The aircraft boarding apparatus 204 is anchored by aground-anchored eye loop 229 and a cable 226 that acts as a shorttether. The aircraft boarding apparatus 204 is depicted in an angledarticulated position to dock with a regional aircraft. When the aircraftboarding apparatus 204 is articulated such that the concourse interface212, the articulating first interface 216, and the cab 234 are aligned,the aircraft boarding apparatus 204 can be ground anchored by the eyeloop 228 to the cable 226. As depicted, the cable 226 may becenter-placed on the support structure.

FIG. 9 is a top plan of two aircraft boarding apparatus 900 according toan embodiment. A first passenger bridge 910 is provided to anchor withan airport ramp. In an embodiment, the airport ramp includes a concourseinterface 912 that is coupled to the external boundary 914 of anenclosed passenger concourse. The concourse interface 912 is depicted asboth a joining section of the first passenger bridge 910 as well as atwo-bridge rotunda 912 (depicted with a bracket).

As depicted, the external boundary 914 includes a passengeringress/egress ramp section 915. In an embodiment where the concourse isa conventional elevated structure to accommodate regional as well aslarge aircraft, the passenger ingress/egress ramp section 915 isdepicted as a down-to-aircraft passenger directional arrow 915.Consequently, the external boundary 914 is within a concourse buildingand the two-bridge rotunda 912 is disposed external to the concoursebuilding at the external boundary 914. In an embodiment where theconcourse is a ground-level structure, the passenger ingress/egress rampsection 915 is depicted as an up-to-aircraft passenger directional arrow915 such that a passenger walks up to the concourse interface 912. Forexample in this embodiment, the floor of the two-bridge rotunda 912 hasa height above the apron of 3 foot seven inch, and the rest of theheight to meet the sill height of the regional aircraft 922 is achievedby the incline of the first passenger bridge 910 and the secondpassenger bridge 918.

A portion of the first passenger bridge 910 also includes anarticulating first interface 916. The articulating first interface 916can be seen in this plan layout as a circular floor element over which apassenger may walk. The aircraft boarding apparatus 900 also includes asecond passenger bridge 918. In an embodiment, the second passengerbridge 918 is articulatingly coupled to the first passenger bridge 910.The second passenger bridge 918 includes an aircraft interface end 920configured to couple with a regional aircraft 922 at the sill height ofthe passenger door 924.

For the aircraft boarding apparatus 900, FIG. 9 also illustrates asubsequent first passenger bridge 911, a subsequent articulating firstinterface 917, and a subsequent second passenger bridge 919. Otherstructures may be illustrated. A subsequent regional aircraft 923 isalso depicted in the process of being serviced at the aircraft boardingapparatus 900. At least one confinement structure embodiment is coupledto the second passenger 919 bridge according to any disclosedembodiments. For example, the confinement structure may include a cablethat is secured to the ramp such as with two ground-anchored eye loopsat each end of the cable. The confinement structure, such as a cable andtwo eye loops, exerts an active downward anchoring force on the secondpassenger bridge 919 in order to secure the second passenger bridge 919for passenger-use stability and also for wind-load stability. Theconfinement structure allows the aircraft interface end to align withthe concourse interface 912 and the articulating first interface 917when in a configuration that is articulated away from the subsequentregional aircraft 923.

As depicted in FIG. 9, the aircraft interface end 920 is not alignedwith the concourse interface 912 and the articulating first interface916 as the second passenger bridge 918 has been articulated to allow theregional aircraft 922 to dock. It can be appreciated that the secondpassenger bridge 918 can articulate to the left as depicted to approachan eye loop embodiment and the second passenger bridge 918 would then bealigned with the concourse interface 912 and the articulating firstinterface 916.

As a consequence of the ultralight configuration embodiments of theaircraft boarding apparatus 900, the second passenger bridge 918 may bemanually articulated by a single ramp worker without the use ofmotorized or otherwise non-human effort. Consequently, manuallyarticulating the second passenger bridge 918 may be done even against acontrary wind. This may be done without a mechanical-advantage assist inan embodiment where no mechanical-advantage assist is needed. And in anembodiment, this may be done with a mechanical-advantage assist where amechanical-advantage assist is needed.

In an embodiment, the two passenger bridges draw utilities from a singlemodule 996 such as a 400 Hz, 110 Volt power module that can be coupledto each of the two regional aircraft for ramp usage. It can now beappreciated that other utilities such as a vacuum cleaner system may beshared between two aircraft for aircraft cleaning such as during aremain overnight (RON) stop.

The aircraft boarding apparatus 900 may have any disclosed length andwidth embodiments for the first passenger bridge 910 length and thesecond passenger bridge 918. The second passenger bridge 918 is alsocoupled with a cab 934 such that the length of the second passengerbridge 918 is measured to the center of the cab 934. The cab 934 alsohas a ground-crew interface 935 that may be open to allow groundpersonnel to handle gate-checked baggage according to an embodiment. Asa consequence of the cab 934 and the remainder of the aircraft boardingapparatus 910, a pressure seal is achieved between the external boundary914 and the regional aircraft 922 during passenger ingress and egress.

As a consequence of the ground-crew interface 935, baggage may bechecked at the aircraft door and loaded directly into the aircraft bellyby the ground crew.

In an embodiment, the aircraft boarding apparatus 910 includes anelectronic boarding module 994 such that a passenger may use a hand-helddevice such as a smart phone to gain a boarding pass. A printer 995 maybe placed within the concourse interface 912 such that a passenger mayobtain a hard-copy boarding pass if desired or required.

In an embodiment, a catering caddy 998 is affixed to the passengerbridge such as at the first passenger bridge 910, and the passenger maypurchase or otherwise obtain amenities. For example, the passengerboarding pass may have a code that allows a catering caddy 998 to beaccessed based upon the passenger fare agreement. Consequently cateringamenities are obtainable by a passenger such as “open bar” or by apay-go basis.

FIG. 10 is a plan layout 1000 for an air terminal with embodiments ofaircraft boarding apparatus. The layout 1000 shows six air terminalgates, E1, E2, E3, E4, E5, and E6 for a concourse 1008. In each depictedembodiment, the unit weight to unit lineal length ratio may be anyembodiment set forth in this disclosure.

At gate E1, an aircraft boarding apparatus embodiment 1001 includes afirst passenger bridge 1010 that has an aspect ratio (length 1090 towidth 1092) of less than 2. A second passenger bridge 1018 consequentlyhas a significantly larger length than the first passenger bridge 1010,since the passenger bridge 1010 acts as a low aspect-ratio rotunda. Thesecond passenger bridge 1018 is coupled to the first passenger bridge atan articulating first interface 1016. The second passenger bridge 1018is also coupled to a cab 1034 according to an embodiment. The cab 1034is depicted with a docked regional aircraft 1022E1.

In an embodiment, any section of the first passenger bridge 1010, thearticulating first interface 116, the second passenger bridge 1018, andthe cab 1034 has a unit weight per unit length ratio according to any ofthe disclosed unit weight per unit length ratio embodiment permutationsas set forth in this disclosure. In an embodiment, any section of theaircraft boarding apparatus embodiment 1001 is dynamically anchoredaccording to disclosed embodiments. In an embodiment, any section of theaircraft boarding apparatus embodiment 1001 is passively anchoredaccording to disclosed embodiments.

At gate E2, an aircraft boarding apparatus embodiment 1002 includesfirst passenger bridge 1010, an articulating first interface 1016, asecond passenger bridge 1018, and a cab 1034. The second passengerbridge 1018 is coupled to the first passenger bridge 1010 at thearticulating first interface 1016. The second passenger bridge 1018 isalso coupled to a cab 1034 according to an embodiment. The cab 1034 isdepicted with a docked regional aircraft 1022E2.

The second passenger bridge 1018 is depicted as coupled to a regionalaircraft, but it is also depicted in phantom lines to be articulatedaway from the port side of the regional aircraft. It can be seen thateven when the second passenger bridge 1018 is in the aircraft-dockedposition (all solid lines), the second passenger bridge 1018 is to theright of, but not aligned with the articulating first interface 1016 andthe concourse interface 1012. In other words, the aircraft boardingapparatus 1001 docks with an aircraft 1022E2 when the second passengerbridge 1018 is to the right of the symmetry (along the Y-dimension) ofthe first passenger bridge 1010.

In an embodiment, any section of the first passenger bridge 1010, thearticulating first interface 116, the second passenger bridge 1018, andthe cab 1034 has a unit weight per unit length ratio according to any ofthe disclosed unit weight per unit length ratio embodiment permutationsset forth in this disclosure. In an embodiment, any section of theaircraft boarding apparatus embodiment 1001 is dynamically anchoredaccording to disclosed embodiments. In an embodiment, any section of theaircraft boarding apparatus embodiment 1001 is passively anchoredaccording to disclosed embodiments.

At gate E3, an aircraft boarding apparatus embodiment 1003 includesfirst passenger bridge 1010, an articulating first interface 1016, asecond passenger bridge 1018, and a cab 1034. The second passengerbridge 1018 is coupled to the first passenger bridge 1010 at thearticulating first interface 1016. The second passenger bridge 1018 isalso coupled to a cab 1034 according to an embodiment. The secondpassenger bridge 1018 is depicted as coupled to a regional aircraft, butit is also depicted in phantom lines to be articulated away from theport side of the regional aircraft. It can be seen that when the secondpassenger bridge 1018 is in the aircraft-docked position (all solidlines), the second passenger bridge 1018 is to the right of, but notaligned with the articulating first interface 1016 and the concourseinterface 112. In an embodiment, any section of the aircraft boardingapparatus embodiment 1003 is passively anchored according to disclosedembodiments.

At gate E4, an aircraft boarding apparatus embodiment 1004 includesfirst passenger bridge 1010, an articulating first interface 1016, asecond passenger bridge 1018, and a cab 1034. The second passengerbridge 1018 is coupled to the first passenger bridge at the articulatingfirst interface 116. The second passenger bridge 1018 is also coupled toa cab 1034 according to an embodiment. The second passenger bridge 1018is depicted as coupled to a regional aircraft, but it is also depictedin phantom lines to be articulated away from the port side of theregional aircraft. It can be seen that when the second passenger bridge1018 is in the aircraft-docked position (all solid lines), the secondpassenger bridge 1018 is to the right of, but not aligned with thearticulating first interface 1016 and the concourse interface 112. In anembodiment, any section of the aircraft boarding apparatus embodiment1004 is passively anchored according to disclosed embodiments.

At gate E5, an aircraft boarding apparatus embodiment 1005 includesfirst passenger bridge 1010, an articulating first interface 1016, asecond passenger bridge 1018, and a cab 1034. The second passengerbridge 1018 is coupled to the first passenger bridge 1010 and thearticulating first interface 1016 is coupled to the concourse 1008. Thesecond passenger bridge 1018 is also coupled to a cab 1034 according toan embodiment. The second passenger bridge 1018 is depicted as coupledto an air taxi 1022E5, but it is also depicted in phantom lines to becollapsed (telescoped) and/or articulated away from the port side of theair taxi to allow the air taxi to push out forward if desired. In anembodiment, any section of the aircraft boarding apparatus embodiment1003 is passively anchored according to disclosed embodiments.

At gate E6, a triple-pier aircraft boarding apparatus embodiment 1006(also referred to as a “W-bridge”) is coupled to the concourse 1008 at arotunda 1009. In an embodiment the a double-pier (“Y-bridge”) aircraftboarding apparatus may be coupled to the rotunda 1009. It may now beappreciated that the rotunda 1009 may be doubled in configuration suchthat six regional aircrafts access it. This may be accomplished byconstructing three more passenger bridges in mirror-configuration towhat is depicted. The rotunda 1009 would need to extend beyond the edgeof the concourse 1008 sufficient to allow aircraft clearance.Consequently, up to six ultralight passenger bridges are configurable toallow manual articulation.

A tug 1088 is coupled to a regional aircraft 1022 a in preparation topush back. A first pier 1006 a includes a first passenger bridge 1010 a,an articulating first interface 1016 a, a second passenger bridge 1018a, and a cab 1034 a. The second passenger bridge 1018 a is coupled tothe first passenger bridge 1010 a at the articulating first interface1016 a. The second passenger bridge 1018 a is also coupled to the cab1034 a according to an embodiment. The second passenger bridge 1018 a isdepicted in phantom lines next to the region aircraft, but it is alsodepicted in solid lines since it has been articulated away from the portside of the regional aircraft to allow the push back. The secondpassenger bridge 1018 a is aligned with the articulating first interface1016 b and the concourse interface 1012 b.

The other two aircraft-boarding apparatus piers 1006 b and 1006 c aredepicted as attached to the rotunda 1009 at interfaces 1012 b and 1012c, respectively. In a pier embodiment, any section of the aircraftboarding apparatus embodiment 1006 is passively anchored according todisclosed embodiment. In an embodiment, any section of the aircraftboarding apparatus embodiment 1006 is actively anchored according todisclosed embodiments.

It may now be appreciated that manually articulating any of the secondpassenger bridge embodiments depicted in FIG. 10 may include amechanical-advantage assist such as a ratcheting mechanism assemblyembodiment depicted in FIG. 2. The mechanical-advantage assistembodiment may also be applied to the telescoped bridge 1018 at gate E5.

FIG. 11 is a method flow diagram 1100 according to an embodiment.

At 1110, the method includes manually articulating an aircraft boardingapparatus to allow a regional aircraft to dock therewith. In anon-limiting example embodiment, the second passenger bridge 119(FIG. 1) has been manually pushed by a single ramp worker to dock withthe regional aircraft 122 while it is in the ramp space. In anon-limiting method embodiment, manually articulating includes using amechanical advantage such as a towbar 282. In a non-limiting methodembodiment, manually articulating includes using a mechanical advantagesuch as a ratcheting assembly 227 that is actuated with a towbar 282.

At 1120 the method includes anchoring the aircraft boarding apparatus indocking position. In a non-limiting exemplary embodiment, theconfinement structure depicted in FIG. 2 can be used as a dynamic andactive anchor to anchor the cab 234 in docking position.

At 1130, the method includes at least one of loading and unloadingbaggage and other items through the ground-crew interface. In anon-limiting example embodiment, the cab 934 is accessed at theground-crew interface 935 such that allow ground personnel to handlegate-checked baggage for belly loading or unloading of the regionalaircraft 922.

At 1132, the method includes sharing utilities between the regionalaircraft and a subsequent regional aircraft. In a non-limiting exampleembodiment, the regional aircraft 922 and the subsequent regionalaircraft share utilities such as the power module 996.

At 1140, the method includes allowing a passenger to eBoard the regionalaircraft. In a non-limiting example embodiment, the electronic boardingmodule 994 is accessed by a passenger such as with a hand-held device togain a boarding pass. The printer 995 may also be accessed by thepassenger such that the passenger obtains a hard-copy boarding pass.

At 1142, the method includes allowing a passenger to obtain cateringamenities. In a non-limiting example embodiment, a passenger is allowedto remove catering items on a complementary basis.

It may now be understood that parallel method elements may occur. In anexample method embodiment, a method proceeds from 1120 and takes in atleast one method element from 1130 and 1132, and simultaneously at leastone element from 1140 and 1142.

At 1150, the method includes manually articulating the aircraft boardingapparatus to allow a regional jet to move out of a ramp space. In anon-limiting example embodiment, the second passenger bridge 1022 a(FIG. 10) has been manually articulated by a single ramp worker, and theregional aircraft 1022 a is allowed to move in the ramp space by use ofthe tug 1088 to push back.

At 1160, the method includes anchoring the aircraft boarding apparatusin standby position. In a non-limiting example embodiment, the secondpassenger bridge 218 and the cab 234 (FIG. 6) has been anchored in astandby position by the passive anchoring system of the ground-based eyeloop 228 and cable 226.

In a method embodiment, the method begins at 1110, proceeds through1120, moves directly to 1150, and terminates at 1160. In a methodembodiment, the previous four elements are included and at least one of1130, 1132, 1140, and 1142.

It may now be appreciated that manually articulating any of the secondpassenger bridge embodiments depicted in this disclosure may include amechanical-advantage assist such as a ratcheting mechanism assemblyembodiment depicted in FIG. 2.

The term air taxi represents an aircraft with two- to about 10 seats,one of which is allocated for at least one pilot. In an embodiment, twopilot seats are available, but only one pilot is required to fly theaircraft, and, e.g., the right seat is available for a passenger. Theterm regional aircraft is an aircraft with a passenger capacity fromabout 6 to about 110 passengers, but which includes two pilots. Examplesof regional aircraft include aircraft made by LM Bombardier, Embraer,Fairchild Aerospace, Gulf Stream, Cessna, Learjet, and others. The term“large aircraft” is an aircraft with more than 110 passenger seats.Examples of large aircraft include a narrowbody such as the MD-80 andthe Boeing 757, up to a widebody such as the Boeing 767 or MD-11. Theterm jumbo aircraft relates to an aircraft of the class such as theBoeing 747. Hereinafter unless specifically stated otherwise, however,large and jumbo aircraft will be referred to generically as largeaircraft.

The term interstitial can mean between two large aircraft. Similarly,interstitial can mean taking up a given space that is less than thedocking bay area required for a single large aircraft in a docking bay.Similarly, interstitial can mean taking up a given space that is lessthan twice the docking bay area required for a single large aircraft ina docking bay. Similarly, interstitial can mean taking up a given spacein part of the docking bay area required for two contiguous largeaircraft in contiguous docking bays, which is not physically occupied byeither of the large aircraft. Other meanings for interstitial are setforth in this disclosure.

The Abstract is provided to comply with 37 C.F.R. § 1.72(b) requiring anAbstract that will allow the reader to quickly ascertain the nature andgist of the technical disclosure. It is submitted with the understandingthat it will not be used to interpret or limit the scope or meaning ofthe claims.

The preceding description has been presented only to illustrate anddescribe disclosed embodiments. It is not intended to be exhaustive orto limit the embodiments to any precise form disclosed. Manymodifications and variations are possible in light of the aboveteaching.

Several embodiments were chosen and described in order to best explainthe principles of the embodiments and their practical application. Thepreceding description is intended to enable others skilled in the art tobest utilize the embodiments in various embodiments and with variousmodifications as are suited to the particular use contemplated. It isintended that the scope of the disclosed embodiments be defined by thefollowing claims.

It will be readily understood to those skilled in the art that variousother changes in the details, material, and arrangements of the partsand method stages which have been described and illustrated in order toexplain the nature of the aircraft boarding piers may be made withoutdeparting from the principles and scope as expressed in the subjoinedclaims.

What is claimed is:
 1. An aircraft boarding apparatus, comprising: afirst passenger bridge having a first passenger deck, a concourseinterface and an articulating interface; a second passenger bridgehaving a second passenger deck, coupled to the articulating interface ofthe first passenger bridge, and having an aircraft interface endconfigured to couple with a regional aircraft at a sill height thereof;wherein the second passenger bridge has a unit weight per unit lengthratio of between 58 and 80 lbs per lineal foot.
 2. The aircraft boardingapparatus of claim 1, wherein the first passenger bridge is anchored toan apron below the first passenger bridge.
 3. The aircraft boardingapparatus of claim 1, wherein the articulating interface includes acircular floor element over which a passenger may walk.
 4. The aircraftboarding apparatus of claim 1, wherein the second passenger bridgeinclines to allow the aircraft interface end to couple with thepassenger door of the regional aircraft at sill height thereof.
 5. Theaircraft boarding apparatus of claim 1, wherein the second passengerbridge includes a ground-crew interface that allows handling and passageof baggage there through.
 6. The aircraft boarding apparatus of claim 1,wherein the second passenger bridge includes a ceiling coupled to thesecond passenger deck.
 7. The aircraft boarding apparatus of claim 6,further comprising walls coupled between the ceiling and the secondpassenger deck.
 8. The aircraft boarding apparatus of claim 1, furtherincluding a confinement structure coupled to the second passengerbridge, wherein the confinement structure exerts a ground-anchoringeffect on the second passenger bridge.
 9. The aircraft boardingapparatus of claim 8, wherein the confinement structure exhibits apassive anchoring effect on the second passenger bridge.
 10. Theaircraft boarding apparatus of claim 8, wherein the confinementstructure exerts an active downward anchoring force on the secondpassenger bridge.
 11. The aircraft boarding apparatus of claim 10,wherein the active downward anchoring force is dynamic.
 12. The aircraftboarding apparatus of claim 1, wherein the first passenger bridgeincludes a ceiling coupled to the first passenger deck.
 13. The aircraftboarding apparatus of claim 12, further comprising walls coupled betweenthe ceiling and the first passenger deck.
 14. The aircraft boardingapparatus of claim 1, wherein the second passenger bridge can beradially articulated about the articulating interface of the firstpassenger bridge.
 15. The aircraft boarding apparatus of claim 14,wherein the second passenger bridge can be articulated into a straightposition relative to the first passenger bridge or an angled positionrelative to the first passenger bridge.
 16. The aircraft boardingapparatus of claim 1, wherein the first and second passenger bridges areconfigured to service a first regional aircraft, further including arotunda coupled to the concourse interface, wherein the rotunda is alsoconfigured to service a subsequent regional aircraft with a subsequentfirst passenger bridge that includes a subsequent concourse interfacecoupled to the rotunda, a subsequent second passenger bridge coupled tothe subsequent first passenger bridge, wherein the subsequent secondpassenger bridge includes an aircraft interface and is configured tocouple with a subsequent regional aircraft at a sill height thereof. 17.The aircraft boarding apparatus of claim 16, further including a singlemodule configured to couple to each of the first- and subsequentregional aircraft, wherein the single module is configured to provideelectrical power to each aircraft.
 18. The aircraft boarding apparatusof claim 16, further including a single module configured to couple toeach of the first- and subsequent regional aircraft, wherein the singlemodule is configured to provide electrical power to each aircraft, andwherein the single module is affixed to the rotunda.
 19. A method ofconnecting an airport concourse with a regional aircraft comprising:providing an aircraft boarding apparatus as recited in claim 1;articulating the boarding apparatus to allow a regional aircraft to docktherewith within a ramp space; and anchoring the second passenger bridgein a docking position with a confinement structure.